Internal-combustion engine



- Jan. 2, 1945. c, R, ERS 2,366,288

INTERNAL-COMBUSTION ENGINE Filed.Jan. 13, 1941 3 Sheets-Sheet 1 Jan.2, 1945. R ROGERS 2,366,288

INTERNAL-COMBUSTION ENGINE v Filed Jan. 13, 1941 3 Sheets-Sheet 2 rm who M NM d Q Na w g w \\\w m Q Km m R Q, & w

Jan. 2, 1945. Q R ROGERS I 2,366,288

INTERNAL-COMBUSTION ENGINE Fild Jan. 13,1941 5 Sheets-Sheet s Inventor Clifford 1?. Rogers Patented Jan; 2, 1945 UNITED STATES PATENT osmos- 2,366,288- INTERNAL-COMBUSTION ENGINE Cliflord R. Rogers, Oak Park, 111., assignor to International Harvester Company, a corporation of New Jersey Application January 13, 1941, Serial No. 374,185

' 6 Claims.

This invention, relates to an internal-combustion engine, and more particularly to a control means for regulating theoperation of an internal combustion engine.

Certain aspects and combinations of the inventionare particularly adapted for use in engines of the solid injection type, and particularly in engines of that type incorporating therein a, gasoline starting arrangement.

In a particular type of internal combustion engine well known to those skilled in the art, the

engine is adapted to be started on volatile mixture and, after a sufficient warming-up-period, to be operated on Diesel fuel. In one form of such engine, the gasoline and Diesel'fuel operation takes place in the same engine; that isto say, the head. of the engine is provided with auxiliary compression chambers for lowering the compression ratio .during operation on volatile mixture. The release of compression is taken care of by compression release valves establishing communication between main compression chambers and tion. p

i The principal object of the present invention is to provide improved control means particularly adapted for use in conjunction with an engine of the type referred -to, and speciflcallyfor the purpose of controlling thechange over-fromone fuel to another.

An important object is to provide a speed controlmeans embodying an over-center device capable of locking the means in a predetermined position. In this aspect of the invention, this particular means is capable of use in'any form of engine,.and is not necessarily limited to use in an engine of the type referred to.

Another important object-is to provide a second control means for operating the compression release valves, this means also including an overcenter device. 4 V

"Another object is to make provision for the interconnection of these two control means in an engine of the type referred to above, thereby providing means preventing the premature operation of one means until the engine is ready for the fuel change-over.

Certain other objects and desirable features of the invention may be appreciated from the following detailed description taken in conjunction with the accompanying sheets of drawings, in which:

Figure 1 is a side elevational view of the invention as disclosed in conjunction with an engine forming part of a tractorof the track-laying Figure 2 is an enlarged elevational-view of a' portion of the structure shown in Figure 1, showin the parts in other positions;

vFigure 3 is anenlarged sectional view taken substantially on the line 3-3 of Figure 1; and,

' Figure 4 is a detail view of the rocker arm construction for operating valves.

The invention is embodied in but one of many forms which it may assume. For the purposes of the compression release 'disclosure, an engine, generally indicated at I 0,

is shown as the power plant of a tractor of the track-laying type, the tractor being generally of the conventional construction and including a body ll having a radiator I2, hood structure l3, dash panel 14, and operators station 15. The remainder of the structure is sufiiciently illustrated and requires no further description.

As best shown in Figure-l, the engine l0 comprises the conventional block structure I6, head .I'l, and valve cover I8. The engine isof the fourcylinder type, and includes four fuel injection nozzles IQ for supplying fuel to the cylinders. The nozzles l9 are supplied with fuel through fuel lines 20 connected to fuel-outlets 2| for a fuel injection pump,22. This pump is of the governed type and may assume the form of that construc- No. 2,096,203, issued October 19, 1937, on application Serial No. 741,302, filed August 24, 1934. Reference to the structure illustrated in that patent is invited for the purpose of clarifying the details of the structure and operation of the pump. Further description of the pump is omitted, except in so far as the operation thereof is-necessary to a disclosure of the present invention.

The injection pump is supplied with fuel through a fuel inlet 23, which communicates with a fuel supply valve 24. Rotation of the valve 24 \regulates the supply of fuel to the engine. The valve 24 comprises the upper end of a rotatable shaft 25, which hasitslower end provided as a.

pinion 26. This pinion is engaged by a longitudia link 28 to a governor construction, which may be of the type illustrated in the patent referred to above. The link 28 is connected by a tension spring 29 to the upper end of an arm 39 rigidly carried by a transverse rock-shaft 3| journaled in the body of the pump 22. The shaft 3I carries, outside the pump, an operating arm 32 for adjusting the tension on the spring 29. as shown in Figure 1, are in open position, so that the engine will receive maximum supply of fuel; that is to say, the arm 32 is in its rearwardmost position, so that the greatest tension is placed on the spring 29, thus holding the rack 2! in position to hold the valve 24 in maximum open position. Movement of the rack 21 from right to left, as shown in Figure 1, rotates the valv 24 from maximum open to minimum closed position. By means of the governor, not shown, which is connected to the arm 28, the position of the valve 24 may be determined according to the speed of operation of the engine, and the operation of the governor may be-further controlled by selectirg different positions for the arm 32, thus adjusting the tension on the spring 29 and requiring the governor to overcome greater or less tension on the spring in order to move the arm 23 in a counter-clockwise position. v

For the purpose of regulating the arm 32 from the operator's station I5, there is provided on the dash panel I4 a bracket structure 33 carrying a rock-shaft 34. A control lever 35 is pivoted on the shaft 34 and takes the form of a bell-crank having a secondary arm 38. The arm 38 has pivotally connected thereto on end of a forwardly extending link 31, the other end of which ispivotally connected to a member 38, which is in The parts,

tudinal rock-shaft '8 journaled in the second head Ill. The shaft 58 further carries for movement therewith an arm 59 extending toward the right side of the engine and provided with a socket portion engaged by the lower ball end of a short vertical link 89. The upper end of the link 89 forms a ball and socket with one end of an arm naled in the right side of the head I8.

8| rigidly carried by a short rock-shaft 62 jourthe foregoing description relating to but a single valve and cylinder merely for the purpose of simplifying the disclosure.

According'to the present invention, the operation of the valve 53 is controlled from the operators station I5. To this end, the short rockshaft 82 carries rigidly thereon a forwardly extending arm 83, the forward end of which is pivotally .connected to the upper end of a vertical link 54. The lower end of the link 84 is pivotally connected to the forward end of a link 85, which has its rearward end rigidly secured to the transverse rock-shaft 39, thestructure just described being located at the right side of the engine. The

rock-shaft 39 carries rigidly thereon at the left side of the engine an upstanding arm 55, t e upper end of which is pivotally connected to a rearturn rockably carried on a rock-shaft 39j0urnaled in and extending transversely of the engine larly arranged at the other side of the block 49. I

shown in Figure 2, the spring II and link" The uppermost or rearwardmost end of the link 42 is threaded and provided with an'adjusting nut 41. The other end of thelink 42 is pivotally connected to the arm 32 previously referred to. It

will thus be seen that, by means ofthe connections'just described, the arm 32 of the pump 22 may be adjusted by means of the control lever 35 mounted on the dash panel I4.

As best shown in Figure 3, the engine block. I8 is provided with a transverse bearing portion 48, which journals the rock-shaft 39, the shaft 39 extending at the right side of the engine, as viewed in Figure 3. The block is further provided with a numberof removable cylinderaonly one of which is shown at 43. The engine head I1 is provided with a main combustion chamber 59 and wardly extending link 81. The rearward end of the link 81 is pivotally connected to the intermediate portion of a second control lever 88pivoted at its lower end at 89 to the front face of the dash panel I14. The shape of the lever is disclosed in Figure 1, where it is shown that the lever has its handle portion disposed at the rear face of the dash panel and accessible, along with the control lever 35, to' the operator on the 0perators station I5. The front face of the panel I4 rigidly carries an ear I9, to which is connected the lower end of a tension spring II, the upper end of which is connected' to a curved link I2, which is in turn pivotally connected to an intermediate portion of the control lever 88. As best provide over-center means for retaining the con -tr0l lever in position after it has been moved rearwardly. A rearward portion of the lever 88 an auxiliary combustion chamber 5i. A passage Y 52 connects the two chambers and is adapted to be opened or closed by the operation of a poppet- 'valve 53. This valve is carried for vertical movemerit in the head II, and is provided at its upper end with an enlarged portion 54 abutted by a compression spring 55 normally retaining the valve 53 in closed position. The enlarged, upper end of the valve 53 is engaged by a roller 58 carried on a short arm 51 rigidly carried on a longithe dash panel I4 to prevent further forward movement of the lever. When the lever 88 is in the position shown in Figure 2, the rock-shaft 39 has been rocked in a clockwise direction, as

viewed in Figure 2 thus moving the arm 55 on the other end of the rock-shaft 39 upwardly. This upward movement is transmitted through the link 84 to move the arm 53 on the shaft" upwardly. This movement results in downward the valve to establish communication between poses 'to the maincombustion chamber '55. The

ignition apparatus associated with the spark plug has not been illustrated, for itforms no part oi The conthe present invention. Likewise, eliminated, is the means for supplying. volatile fuel to the engine. N

For the purpose of interrelating the control levers 35,and 68, means are provided to guard against premature operation of the lever 35 while the lever 68 is in rearward position, as shown in Figure 2. For this purpose, the lower end of the arm 66 on the left end of the rock-shaft 39 is provided with a depending lug 15. The member 38 includes integrally therewith an upstanding lug IS. The lugs are disposed one in the path of the other, so that the two may interengage under certain circumstances. Looking now to Figure 1, it will be seen that the lugs 15, and 16 are in maximum spaced-apart position; that is to say, the angular positions of the arm -66 and member 38 are such that the angle between the lugs and I6 is substantially its maximum. The cooperation between these two lugs will be further set forth in the description of the operation of the structure.

As a further feature of the invention, there is provided means for locking the control lever 35 in a position that corresponds'to a closed position of the valve 24, in which position the valve 24 cuts off the supply of solid fuel through the fuel lines to the injection nozzles l9. This means assumes the form of an over-center device incorporated in the connection between the link 31 and the control lever 35. As shown in Figure 1, the lever 35 is in substantially maximum open position. The lever may have movement in a clockwise direction to adjust the arm 32 for regulating solid fuel supply. As shown in Figure 2, maximum downward movement of the lever 35 swings the arm 36 and the upper end of the link 3? to an over-center position with reference to a straight line extended through the block 60 on the member 38 and the axis of rotation of the rock-shaft 34 in thebracket 33 on the dash panel M. .It will be further noted that, during this movement, the member 38 has also been swung in a clockwise direction. When the control lever 68 is pulled rearwardly, it too is locked in position by the over-center means consisting of the spring II and link I2. The arm 88 is moved in a clockwise direction and the lug 55 on that arm moves forward to engage or substantially engage the lug 16 on the arm 38. Further details of the construction will be brought out in the following description of the operation direction until it assumes the position shown in Figure 2, Upon the occurrence of this movement, the rack 21 moves forwardly and rotates the valve 26 to cut ofl completely the supply of solid fuel to the cylinders 49. It will be understood, of course, that a. simultaneous connection of the devices of the type just referred to are well This movement results through actuation of the Because of the establishment of communication between the chambers 5| and 50, the compression ratio is lowered considerably and the engine is now adapted to operate on volatile mixture.

, Before starting the engine, the control lever 35 is moved in a clockwise direction until it becomes locked in position, as shown'in Figure 2. In this position, the linkage, including the links 31 and 42, is moved forwardly, thus moving the arm 52 on theiniection pump 22 in a counter-clockwise link 12 and spring H.

known in the art and need no discussion here.

With the parts in the position just described,

the engine is adapted for operation on gasoline or whatever other volatile mixture that may be used. During this phase of the operation, the

over-center lock for the lever 35 prevents inadvertent movement of the lever to open position, thus insuring against the accidental supply of solid fuel tothe combustion chamber. When it is desired to change over to solid fuel operation, the lever 68 is first moved forwardly, thus closing the valves 53. By this movement of the lever, the compression ratio is increased, the ignition system is cut off, and the supply of volatile mixture is cut off. The lever 35 is then moved upwardly, breaking the temporary over-center lock and the engine is then ready for operation on Diesel fuel. It'will be noted that in the particular instance illustrated, the lugs 15 and 16, as shown in Figure 2,1are engaged. The engagement between these two lugs is further assurance against the premature movement of the control lever 35 to prevent the supply of solid fuel while the engine is operating on gasoline. The supply of solid fuel under such circumstances would have an undesirable effect on the operation of the engine and would militate against proper operation-of the engine on Diesel fuel. -'Accordingiy, the lever 35 cannot be movedupwardly as long as the lever 68 is in rearward position, this lever being temporarily locked by the over-center means provided by the In short, with the arm 66 in the position as set by the rearward position of the lever 68, the lug 15 in interposed lever 35 may be permitted. In any event, the

cooperation between the lugsv I5 and 16 guards against flooding the cylinders with Diesel ,fuel during operation of the engine on volatile mixture.

It will be understood that the over-center means provided for either of the control levers may be separately utilized and the employment of either or-both' is not to be understood as being limited. by the disclosure to an engine of the particular'type referred to. It will be further understood that numerous other modifications and alterations may be made in the particular .e nbodinient of the invention as illustrated with- Ideparting from the spirit and scope of the "invention as defined in the appended claims.

'tiFn chamber arranged in communication with the main chamber, valve means, operable selecand for operation on high compression fuel when such chambers are noncommunicative, a valve settable between opened and closed positions to respectively establish and terminate communica tion between aid chambers, Jandlfuel supply tiv y f p to closed position to \gtililislfv '"means settable into a fuel supply condition for or cut off communication between the chambers, and means for supplying solid fuel to one of the chambers and including a regulatingelement movable through a fuel-delivery range into a predetermined position to restrict the fuel supply, the combination of a rock-shaft, control means carried by the rock-shaft and connected to the regulating element and arranged for movement through a fuel delivery control range into a predetermined position corresponding to that of the regulating element, a second control means carried by the, rock-shaft independently of the first control means for operating the valve means and movable through a range to establish open and closed positions of the valve means, and

mean interconnecting the two control means for temporarily excluding movement of the first control means from the aforesaid delivery range while the second control means establishes the open position of the valve means.

2. In an engine having communicative main and auxiliary fuel combustion chambers adapting the engine for low compression gaseous fuel operation when such chambers are in communication and for high compression solid fuel operation when such chambers are non-communicative, a valve manipulatable between opened and closed positions to respectively establish-and terlminate communication between said chambers,

and fuel supplying means adjustable into and within a range for supplying solid fuel for the main chamber at variable rates and adjustable from said range for terminating such supply; the combination of an adjustable fuel control means operably connected with the fuel supplying means to adjust the fuel supply means into and outof said range and within said range, I

valve control means operably connected with said valve and adjustable independently of said fuel control means for opening and closing said valve,

4. In an engine having communicative main and auxiliary fuel combustion chambers adapting the engine for operation on low compression fuel when such chambers are in communication 7 manipulation to supply the higher compression fuel to the main chamber at variable rates and settable, into a, fuel cut-off condition for terminating such supply; the combination of an ad- ,iustable fuel control member adjustable to vary the amount of fuel supplied by the fuel supply means, a linkage operably connecting said member with said fuel supply means for controlling the setting thereof, a valve control member manipulatable independently of the fuel control member, a linkage operably connecting the valve control member with said valve for controlling the setting thereof, and interlock means having counterparts respectively settable under control of said linkages into position to resist setting of the fuel supply means into the fuel supply condition by adjustment of the fuel control member while the valve is closed.

5. The combination set forth in claim 4, wherew in the interlock counterparts are also settable under control of said control members to resist opening of the valve by adjustment of the valve control member while the fuel supply means is set in the fuel supply adjustment.

6. In an engine having communicative main and auxiliary fuel combustion chambers adaptin the engine for operation on low compression fuel when such chambers are in communication and for operation on higher compression fuel when such chambers are non-communicative, a valvemanipulatable between opened and closed positions to respectively establish and terminate communication between said chambers, and fuel supply means settable to a fuel supply adjustment for supplying the high compression fuel to the main chamber at rates constituting an inverse function of engine speed and settable to a cut-off adjustment for terminating such supply; the combination of an adjustable fuelcontrol member adjustable to vary the amount of fuel supplied by the fuel supply means, an overcenter linkage operably connecting said member with said fuel supply means and settable in an over-center position precluding unsetting of the fuel supply means from the fuel cut-off adjustment excepting by adjustment of the fuel control member, a valve control member con- "nected with said valve and adjustable for opening and closing said valve, and interlock means settable under control of said control members to resist such unsetting of the fuel supply means from,the cut-off adjustment by adjustment of the fuel control member while the valve is i the opened position.

CLIFFORD R. ROGERS.

CERTIFICATE OF CORRECTION Patent No. 2,566,288.; I 7 January 2, l9l;.5

CLIFFORD Re ROGERS. I

It is hereby certified that errorappears in the printed specificetion of the above numberedpatent requiring correction as'follows: Page LL, first column, line 24., claim 1, for "means from! reed -meens to--; and second column; line 214., claim )4, for "closed" read'-open--; and thet the said Letters Patent sho lld oe read with this correction therein that the same may conform to therecord of the case in'the Patent Office.

Signed and sealed this Z thday' of April, A D'. 191

Leslie Frazer (Seal) Acting Commissioner of Patents. 

